Gas-engine.



P D. N o M Y A R w .Im

GAS ENGINE. (Appiication med Feb. 21, 189e.)

2 Sheets-Sheet l,

(No Model.)

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No. 636,45I. Patented Nv. 7, |899.

J. W. RAYMOND.

GAS ENGINE.

(Appli'cation med Feb. 21, 1898.) (No Model.) 2 sheets-Skiset 2.

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Xf/MOM( INVENTOR- ATTO RN EY S.

'Y UNYTED A iSTATES ATENT lfrrrcn.

JOHN W. RAYMOND, OF BUFFALO, NEV YORK, ASSIGNOR, BY MESNE AS- SIGNMENTS,TO TH STANDARD AUTOMATIC GAS ENGINE COMPANY,

OF OIL OITY, PENNSYLVANIA.

GAS-ENGINE.

SPECIFICATION forming part of Letters vPatent No. 636,451, datedNovember 7, 1899. Application inea February 21, 1898. serial No.671.193. oro man.)

To @ZZ whom it may concern.- y

Be it known that I, JOHN W. RAYMOND, a citizen of the United States,residing at Buffalo,in the county of Erie,inthe State of New York, haveinvented a new and useful Improvement in Gas-Engines, of which thefollowing is a specification.

The principal object of thisinvention is to improve the construction ofthe valve mechanism for gas-engines, so that thesame is not aected bythe pressure ofthe exploding gas, thereby causing the valve to beoperated easily and reducing the Wear upon the same.

Myinvention has the further object to improve the valve mechanism inother respects.

In the accompanyingdrawings, consisting of two sheets, Figure 1 is a topplan View of' my improved gas-engine with the' cylinders andvalve-chests in section. Fig. 2 is a fragmen tary longitudinal sectionshowing a modiiication ofthe means for driving the distributing-valve.lFig. Sis a horizontal longitudinal section, on an enlarged scale, of thevalve mechanism. Figs. 4 and are transverse sections in lines 4c 4 and5, Fig'. 3, respectively. Fig. 6 is a fragmentary transverse sectionshowing the means for driving a distributingvalve. p Fig. 7 is adetached longitudinal section of one of the distributing-valves. Fig. 8is a perspective view of one of thevalvedrivingsleeves. Fig. 9 is atransversesectional elevation, on an enlarged scale, of the igniter andthe head supporting the same, in line`9 9, Fig. 3. Fig. Y10 is alongitudinal section in line 10 10, Fig. 9. K-

Like letters of reference refer to like parts in the several iigures.

A represents the-engine-bed; B, the crankshaft journaled transversely inbearings on the rear portion of the bed 5 `b, the balancewheels mountedO11 the shaft; C, the reciprocating cross-head, and c the pitmanconnecting the cross-head with the crank c' of the shaft B.

D D' represent two working cylinders which are arranged tandem or onebehind the other on the bed and which have their opposing or EEare twopistons arranged, respectively, in 'the cylinders D D', and F F F2represent the front, intermediate, and rear sections of a piston-rodwhich connects the pistons With the cross-head. The front piston-sectioneX- tends forwardly from the front piston through opposite end is-provided with a flexible outlet-pipe fi.

' J J represent a pair of Valve-chambers which are arranged lengthwiseon the outer side of the front cylinder with their inner ends facingeach other,while their outer ends are connected, respectively, bytransverse passages jj' with the front and rear ends of the frontcylinder.

J 2 J 3are a pair of valve-chambers which are arranged lengthwise ontheouter side of the rear cylinder with their inner ends facing each other,wl1ile their outer ends are connected, respectively, by passages js withthe front and rear ends of the rear cylinder in the same manner as thefront Vpair of Valve-chambers is connected with the front cylinder.

K is a cylindrical valve-seat formed in each valve-chamber, the seats ofthe several chambers being arranged in line and parallel with theworking cylinders D D'. A fuel-port lo and an exhaust-port 7c' open intothe cylindrical valve-seat of each valve-chamber, preferably on the sideadjacent to the Working cylinder, and these ports are separated fromcenter to center about one-quarter of the circle of the bore of thevalve-seat, as shown in Fig. et.

L represents rotary cylindrical distributing-valves, one of which isarranged in the cylindrical valve-seat of each valve-chamber. Each ofthese valves is open at both ends, as shown in Fig. 7, one end facingthe inner end of the valve-chamber, While its other end faces the spacewhich communicates with the adjacent end of one of the cylinders. Thevalve is provided in its side with a port Z, which is adapted toregister successively with the fuel and exhaust ports upon rot-ating thevalve for placing the respective end of the cylinder in communicationwith the fuel-supply or the exhaust. The valve is constantly pressedtoward the fuel and exhaust ports for the purpose of taking up wear andpreventingleakage by means of a curved presser plate or block l', whichis arranged in a recess l2 in the bore of the valve-seat opposite theports. The presser block is yieldingly pressed against the valve by oneor more springs Z3, arranged in a cap Z4, which is screwed into theouter side of the valve-chamber and bearing with one end against thebottom of the cap and with its other end against a presser-rod Z5, whichis guided in the valve-chamber and bears against said presser-block, asshown in Fig. et.

M represents driving sleeves or plugs whereby the valves are turnedandone of which is arranged loosely in the inner end of each valve andbears against an internal shoulder m on the valve. This driving-sleeveis provided with an outwardly-projecting driving lug or finger m, whichfits into the inner end of the port in the valve, so as to bear againstopposite sides of the port, as shown in Figs. 3 and 6. Thedriving-sleeve is journaled in a bushing n, which is secured in theinner end of the valve-chamber, and the sleeve is provided with aconical convex shoulder m2, which bears against a conical concaveshoulder n on the opposing side of the bushing.

o represents an axial supporting or presser rod whereby thedriving-sleeve is pressed firmly against the bushing to prevent leakagebetween the same. This rod is arranged in the rotary valve and seatedwith its inner end in a socket o' in the inner end of the driving-sleeveand is connected therewith by a key or slide 02, so as to compel thesupporting-rod to turn with the driving-sleeve. The outer portion of thesupporting-rod passes through an opening o3, formed in the head o4,which closes the outer end of the valve-chamber, and its outer end isarranged in a tubular case 05, having a screw connection with said head.The supporting-rod is pressed against the driving-sleeve by a spring o6,which is arranged in a cap o7, having a screw connection in the outerend of the ease o and which bears with one end against the bottom of thecap and with its other end against a follower 08, bearing against theouter end of the presser-rod. The driving-sleeves project beyond theinner ends of the valve-chambers, and the sleeves of each pair of valvesface each other and are held axially in line by a retaining-rod o, whichis arranged with its ends in the bores of both sleeves.

P P represent two gear-wheels whereby the two pairs of driving-'sleevesare turned and each of which is mounted 011 the projecting ends of onepair of driving-sleeves and is connected therewith by a spline or key p,which compels the sleeves to turn with the respective gear-wheel, butpermits the same to adjust themselves lengthwise independent of thegear-wheel. The latter bears with the ends of its hub againsttheopposing inner ends of the adjacent valve-chambers and is therebyconfined against axial movement.

P isalongitudinal shaft which is journaled in bearings on the bed and onthe valvechambers and which is rotated by a bevel gear-pinion p, securedto the crank-shaft and meshing with a bevel gear-Wheel p2, arranged onthe rear end of the longitudinal shaft. Motion is transmitted from thelongitudinal shaft to the drivin g-sleeves by gearpinionsps, arranged onthe longitudinal shaft and meshing with the gear-Wheels P P. The drivingmechanism of the several distributing-valves is so timed that the valvesmake one complete rotation during every two rotations of thecrank-shaft.

'Vhen either one of the pistons moves in the direction for producingasuction in that end of the cylinder from Which it is moving, thedistributing-valve is turned with its port into register with the fnel-supply port, whereby the suction of the piston draws a charge offuel into the cylinder behind the piston, and at the end of the movementof the piston in this direction the valve has been turned one-quarter ofa rotation and its port is carried past the fuel-port. During thesubsequent return movement of the piston the charge of fuel iscompressed, during which time the valve turns another quarter of arotation, with its port facing the solid portion of the bore of thevalve-seat. At the end of the compression -stroke of the piston thecharge of fuel is ignited and the piston is propelled forward again witha Workin g stroke in a direction opposite to the compressionstroke,during which time the valve makes another quarter ofl a rotation, withits port still closed by the bore of the valve-seat. During thesubsequent return movement of the piston the valve makes another quarterof a turn and carries its port over the exhaustport, whereby the spentgases are permitted to escape through the exhaust. At the end of theexhaust-stroke of the piston the valve turns, so that its port is out ofregister with the exhaust, and preparatory to beginning the next forwardsuction-stroke of the piston the port of the valve begins to move overthe fuel-port. The valve-chamber and the interior of the valve areconstantly in communication with the working cylinder and form partofthe explosion-space when the gas is ignited. Owing to the absence ofheads at both ends of the cylindrical valve no en'd IOO press-ure isexerted against the valve, thereby balancing the valve and preventingthe same from being shifted lengthwise in its seat by the pressure ofthe explosion. The ports of the several valves are arranged on differentquarters of the complete turn of the valves, each port being preferablyarranged one-quarter of a turn in advance of the next valve. By thisarrangement of the valveports fuel is drawn into one end of one cylinderby one of the pistons, fuel is compressed in the opposite end of thesame cylinder by the same piston, fuel is exploded in one of the othercylinders and the other piston is driven forward, and burned gases aredischarged from the opposite end of the last-mentioned cylinder by thelast-mentionedv piston, these operations being performed simultaneouslyduring the movement of the pistons together in either direction, so thateach stroke of the combined pistons is effective and each one of thefour steps of the cycle of operations is going on at the same time.

As the movement of the pistons by the explosion in one cylinder end isalways resisted by the compression of the fuel in another'cyllinder end,the hammering or pounding on the joints between the connecting-rod'orpitman and the crank and cross-head is avoided, because the movement ofthe pistons is always cushioned.

Instead of coupling two driving sleeves or plugs with the same drivinggear-wheel P each plug may be provided with a separate drivinggear-wheel P2, as shown in Fig. 2. In this construction the reducedouter portion of the driving-plug passes through the driving gear-wheel7and its shoulder m2 is pressed outwardlyagainstv the shouldern of thebushingn bya spring 104, surrounding the drivingplug and bearing withits inner end against the outer side of the driving gearwheel, whichabuts against the bushing, and with its outer end against a collar p5 onthe drivingplug. In this construction the rotary rod o serves only todrive the igniter, and its outer end, which projects through the'adjacent head ofthe valve-chamber, is inclosed by a The igniters, whichexplode the charge of fuel in the several ends of the cylinders and thevalve-chambers, are each constructed as follows:

Q, Figs. 3 and 5, represents rotary electric contacts, one of which isarranged in the outer end of each of the valve-chambers and formed on anadjustingsleeve q. This sleeve is mounted on the outer portion of theadjacent supporting-rod o and preferably consists of an inner section qand an outer section q2, which sections are connected by an interlockinglug g3 and recess arranged on the opposing ends of the sections, asshown in Fig. 3. The inner section of the adjusting-sleeve is providedwith a conical inner end vwhich beais vagainst a conical shoulder Q4 onthe su pporting-rod.

R, Figs. 3, 5, and 10, represents rocking 'l electric contacts, one ofwhich is arranged in the path of each of the rotary contacts and whichis secured to the inner end of a rocking spindle r. This spindle isjournaled in a bushing r', which passes outwardly through the adjacentsupporting-head o4, and is provided with a conical shoulder r2 at itsinner end, which bears against a corresponding shoulder on the inner endof the bushing.

r3 r3 are two rock-arms which are secured to the outer end of therock-spindle and which project in diametrically opposite directions.

r4 r4 are two supporting-arms which' are secured to the outer end of thebushing in line with and behind the rock-arms r3. The bushing r isinsulated from the supporting-head o4 by an insulating sleeve or spoolT5 and secured therein by a shoulder r, arranged on the inner end of thebushing and bearing against the inner end of the insulating-sleeve, anda clampingscrew-nut r?, arranged on the externally-screw-threaded outerend of the bushing and bearing against the hub of the supporting-arms r4r4.

frs rs represent two oblique springs, each of which is connected at itsinner end with one of the rock-arms r3 and at its outer end with theadjacent supporting-arm r4.

S represents an electric generator having one of its poles connectedwith any suitable part of the engine which is in metallic connectionwith the rotary contacts, while its other pole is connected witha-metallic part of the rocking contacts. During each rotation of therotary contact the latter engages with. the rocking contact and deflectsthe same out of its normal position, and when the rotary contact leavesthe rocking contact the latter is restored to its normal position by thesprings TS, and a spark is formed which ignites the charge of fuel.

' The rotary contactsl in the several valvechambers are set on thesupporting-rods o at different quarters of the rotation of the valves,each igniter being adj usted to prod uce a spark when the gas in itsrespective valve-chamber and-cylinder has been compressed.

When it is desired to adjust the rotary contact on the supporting-rod,the rotary contact is turned until the latter is in its proper positionby applying a wrench to the flat-sided outer end of the outersleeve-section q2. This means of adjusting the igniter enables theadjustment to be eected from the outside of the valve-chamber wit-houtdisturbing the latter.

The springs o( for holding the drivingsleeves M against their bushings,the springs Z3 for holding the presser blocks or plates Z' IOO IIO

against the valves, and the springs rs of the.

they are not affected by the heat of the engine and are accessible foradjustment and repairs.

l claim as my invention- '1. The combination with the cylinder' and thepiston, of a valve-chamber connected with the cylinder and provided witha cylindrical valve-seat and with fuel and exhaust ports extendingthrough the bore of said seat, and a rotary cylindrical valve having itsopposite ends open and provided in its cylindrical side portion with asingle lateral port which is adapted to register alternately with saidfuel and exhaust ports, substantially as set forth.

2. The combination with the cylinder and the piston, of a valve-chamberconnected with the cylinder and provided with a cylindrical seat, fueland exhaust ports opening into one side of the seat and a recess formedin the opposite side of the seat, a cylindrical valve arranged in thevalve-seat and provided with a port adapted to register alternately withthe fuel and exhaust ports, a pressure-plate arranged in said recess,and a spring whereby the pressure-plate is pressed against the valve forholding the latter firmly against the fuel and exhaust ports,substantially as set forth.

3. The combination with the cylinder and the piston, of a valve-chamberconnected with the cylinder and provided with a cylindrical valve-seatand with fuel and exhaust ports opening into one side of the valve-seat,a rotary cylindrical valve arranged in said seat and provided with aport adapted to register with the fuel and exhaust ports, a curvedpresser-plate bearing against the periphery of the valve and arranged ina recess in the side of the valve-seat opposite the fuel and exhaustports, a follower-rod guided in `the valve-chamber and bearing with itsinner end against the presser-plate, a screw-cap engaging with the outerside of the valve-chamber and inclosing the outer end of thefollowerrod, and a spring arranged in said cap and bearing with its endsagainst the bottom of the cap and the outer end of the follower-rod,substantially as set forth.

4. The combination with the cylinder and the piston, of a valve-chamberconnected with the cylinder and provided with a cylindrical valve-seatand with fuel and exhaust ports extending through said seat, of anopen-ended cylindrical valve rotating in said seat and provided with aport adapted to register with the fuel and exhaust ports, and a rotarydriving-sleeve provided with a nger or projection which engages with theport of the valve, substantially as set forth.

5. The combination with the cylinder and the piston, of a valve-chamberconnected with the cylinder and provided with a cylindrical valve-seatand with fuel and exhaust ports, a cylindrical valve rotating in saidseat and provided with a port adapted to register with the fuel andexhaust ports, a rotary driving sleeve or plug connected with said valveand provided with a shoulder, and a spring whereby the shoulder of thesleeve or plug is i pressed against the support of the sleeve or plug,substantially as set forth.

6. The combination with the cylinder and the piston, of a valve-chamberconnected with the cylinder and provided with a cylindrical valve-seatand with fuel and exhaust ports extending through said seat, anopen-ended cylindrical valve rotating in said seat and provided with aport adapted to register with the fuel and exhaust ports, a rotarydriving-sleeve provided with a finger or projection which engages withthe port of the valve and with a shoulder bearing against a support onthe valvechamber,and a spring whereby the driv` ing-sleeve is pressedwith its shoulder against said support, substantially as set forth.

7. The combination with the cylinder and the piston, of a valve-chamberconnected with the cylinder and provided with a cylindrical valve-seatand with fuel and exhaust ports extending through said seat,of anopen-ended cylindrical valve rotating in said seat and provided with aport adapted to register with the fuel and exhaust ports, a bushingarranged in the valve-chamber, a rotary driving-sleeve journaled in saidbushing and provided With a shoulder bearing against the inner end ofthe bushing and with a finger engaging with the port of the valve, aspring whereby the driving-sleeve is pressed with its shoulder outwardlyagainst said bushing, and a driving-wheel keyed to the outer end of thedriving-sleeve so that the sleeve is permitted to slide in the wheel butis compelled to turn therewith, substantially as set forth.

8. The combination with the cylinder and the piston, of a valve-chamberconnected with the cylinder and provided with a cylindrical valve-seatand with fuel and exhaust ports extending through the valve-seat, acylindrical valve rotatingin said seat and provided with a port adaptedto register with the fuel and exhaust ports, a driving-sleeve journaledin a support in one end of the valve-chamber and coupled with the valve,a shoulder arranged on the driving-sleeve and bearing against a shoulderon said support, a supporting-rod bearing with its inner end against thedriving-sleeve and passing with its ou ter portion through the oppositeend of the valvechamber, and a spring bearing against the outer end ofthe su pporting-rod,substantially as set forth.

9. The combination with the cylinder and the piston, of twovalve-chambers arranged inline and connected respectively with oppositeends of the cylinder, each of said chambers being provided with acylindrical valveseat and with fuel and exhaust ports extending throughthe valveseat,a cylindrical valve rotating in each seat and providedwith a port adapted to register with the respective fuel and exhaustports, a driving-sleeve journaled in the inner end of each valve-chamberand coupled with the respective valve, a coupling-rod arranged with itsopposite ends in IGO IIO

the driving-sleeves of both valves, and a driving-Wheel mounted on theoutwardly-projecting portions of both driving-sleeves and keyed theretoso that the sleeves are compelled to turn With the Wheel but are free toadjust themselves lengthwise therein, substantially as set forth. v

l0. The combination with the Valve-chamber and the rotary fuel-valve, ofa drivingsleeve coupled with the fuel-valve and journaled in one end ofthe chamber, a supporting-sleeve passing through the opposite end of theValve-chamber, a supporting-rod connected at one end with thedriving-sleeve and passing With its other end through thesupportings1eeve,an electric contact arranged on the supporting-sleeveWithin the Valve-chamber and adapted to engage With another electriccontact, a shoulder arranged on the supporting-rod and bearing againstthe inner end of the supporting-sleeve, and a screw-nut arranged on thesupporting-rod outside of the valve-chamber and bearing against theouter end of the supporting-sleeve, substantially as set forth.

Witness my hand this 14th day of February, 1898.

JOHN W. RAYMOND.

